Vehicle suspension



June 6, 1939. A; F HlCKMAN 2,160,862

VEHICLE SUSPENSION l Filed June 17, 1936 e'sheetsr-sheet 1 i lNvENToR diATTORNEYS June 6, 1939. A. F. HICKMAN VEHICLE SUSPENSION Filed June 17,1936 6 Sheets-Sheet 2 BY We?? ATTORNEYS June 6, 1939. A. F. HlcKMAN2,160,862

VEHICLE SUS PENS ION Filed June 17, 1936 6 Sheets-Sheet 3 MILNTOR`ATTORNEYS;

A. F. HlcKMAN 2,160,862

VEHICLE SUSPENSIQN Filed June 17, 1956 e sheets-shed 4 June 6, 1939.

June 6, 1939. A. F. HlcKMAN VEHICLE SUSPENSION` 6 Sheets-*Sheet 5 FiledJune 17; 1956 BY c @W @uw MN .MWNNH gk, www

ATTORNEYS A. F. HICKMAN vEHICLEsusPENsIoN June 6;v 1939.

6 Sheets-Sheet 6 Filed June 17', 19:56

. an axle and the vehicle frame Patented June 6, 1939 `UNITED STATESPATENT OFFICE Albert F.

12 Claims.

This invention relates to a vehicle suspension, and more particularly toa vehicle spring suspension of the torsion rod type in which each endofeach axle is provided with an individual torsion rod disposedlongitudinally'of the vehicle;

The objects of this invention are:

1. To provide a frictionless, metallic kick shackle which will provide ageometric increase of resistance to axle movement;

2. To provide a linkage arrangement between which will most effectivelyresistaxle roll;

v3. To provide the most effective and inexpensive type of adjustablebearings for alinkage of this type;

4. To provide a connection between a torsion rod and its crank arm whichwill permitof the use of a torsion rod of maximum length and yet besimple and inexpensive in construction;

5. To enable very considerably elevated axle pivots to be effectivelyemployed even though the vehicle frame is very low;

6. To provide for an increase of resilient resistance to vertical axlemovement of any desired displacement-resistance characteristics;

7. To provide a resilient but nevertheless positive means of limitingaxle movement in a direction` parallel to its length and transverse ofthe vehicle; e

8. To provide a connection between an axle and the frame which willpermit of adjusting the caster of the axle;

9. To provide an axle in which the component parts thereof can be weldedtogether without weakening thev axle, even though some of the parts areheat treated.

` Numerous other objects of the invention and practical solutionsthereof are disclosed in the herein specification and in theaccompanying l drawings.

This invention is a continuation inpart of the following patentapplications: Ser. No. 637,444, filed October 12, 1932; Ser. No.696,803, filed November 6, 1933; Ser. No. 713,161, filed February 27.1994; Ser. No. 752,488, led November 10,

'1934; and'Ser. No. 61,200, filed January 28, 1936.

In the accompanying drawings:

Fig. 1 is 'a fragmentary,diminutive, plan view of a vehicle equippedwith my improved spring suspension'.

'. Fig. y2 is adiminutive, .front end elevation thereof.

Fig. 3 is a fragmentary, diminutive, vertical, longitudinal section ofthe spring suspension taken on linea-3, Fig. 1.` i

Hickman, Eden, man Pneumatic Seat Co., Inc., Eden, corporation of NewYork Application June 17, 1936, Serial N. Y., assigner to Hick- N. Y., a

Fig. 4 is a diminutive, rear end elevationl of the spring suspension.

Fig. 5 is a fragmentary, distended and substantially horizontal sectionthrough the right, vfront axle suspension, taken on line 55, Fig. 2. 5

Fig. 6 is -a verticaltransverse section through the front axle torsionrod, taken on line 6-6, Fig. 5.

Fig. 7 is a fragmentary, vertical, section of the kick shackle at theleft `front end of the front l axle suspension, taken on line 1--1, Fig.2.

Fig. 8 is a vertical, transverse section thereof, taken on line 8-8,Fig. 7.

Fig. 9 is a fragmentary, distended and substantially horizontal sectionthrough a right front l axle suspension similar to the distended sectionof Fig. 5, but showing a modified torsion rod and rock leverconstruction.

Fig. l0 is a fragmentary, vertical, transverse section of the linkage ofthe rear axle suspension, taken on line lll-l0, Fig. 3. j

Fig. 11 is a diagrammatic view of a linkage sim-'- ilar to but differentfrom that shown in Fig. 10.

Fig. l2 is a fragmentary, vertical, longitudinal section of said rearlinkage of the vehicle, taken on line I 2-|2,` Fig. 10.

Fig. 13 isa fragmentary, distended, 4and substantially horizontalsection thereof, taken. on line I3-l3, Fig. 4.

Fig. 14 is a fragmentary, front elevation of a 30 modified form of frontaxle.

Fig. 15 is a vertical, transverse section of said modified axle, takenon line Iii-I5, Fig. 14.

Fig. 16 is a fragmentary, diminutive, top plan of a torsion rodarrangement disposed obliquely with reference to the verticallongitudinal, medial plane of the vehicle.

Fig. 17 is a vertical, longitudinal section thereof, taken on line|1-|'|, Fig. 16.

Fig. 18 is afragmentary, horizontal section 40 through one of thetorque, kick shackles, taken on line lll-IB, Fig. 17.

Figs. 19 and-20 are vertical sections through said torque, kick shackle.

Fig. 21 is a vertical, to Fig. 17 but-showing plain torque shacklesinstead of torque kick shackles.

Fig. 22 is afragmentary, horizontal section thereof, taken on line22-22, Fig. 21.

Fig. 23 is a'perspective view of one of torque, kick-shackle,controlling blocks.

Fig. 24 is a perspective view of one of the torque, shackle, controllingblocks. l

Similar characters of reference indicate like longitudinal sectionsimilar I the 5o hicle spring and shock absorber suspension, No.

1,892,305, issued December 27, 1932.

Front end In the present invention, the body of the vehicle isstructurally the real load carrying frame of the vehicle, but for thepurpose of explanation it is deemed more convenient to speak of theframe of the vehicle as consisting of a front frame section I and a rearframe section |04.

Arranged transversely. beneath the fr'ont vehicle frame section I0 is afront axle A consisting of an axle bar I I and a pair of upstanding axleposts I2.

The fabrication of this front axle A is as follows: The outer ends I3 ofthe axle bar areof cylindrical form, and each axle post I2 ishorizontally and transversely bored out to form a cylindrical opening I4which receives the companion cylindrical end of said axle bar II,preferably with a vpress fit. After placing the axle bar' |I in itsproperl location with reference to its two axle posts I2, the latter aresecured to said axle bar by welding at I5. This welding docs not injurethe strength of these members because the location of said welding is sofar removed from those portions of the members where great strength isrequired that the effective strength of said members is notdeleteriouslyiectcd by the heat resulting from the welding operation.This is true even if one or both of the members had received heattreatment prior to the welding operation. After the welding at I5 hasbeen completed any surplusl length I6 of the axle is cut ot Aiiush withthe outer edge of said welding I5. This enables standard axle posts I2to be used for any length of axle bar= II. A conventional front wheelknuckle I1 is pivoted on spindles I8 to each axle arm I9 in the usualand well known manner.

Located preferably integrally in the upper end of each axle post I2 is alongitudinal and relatively long axle pivotl sleeve (see Figs. 5, 7, 1and 2) in the bore of which is disposed a longitudinal, and relativelylong axle pivot 2| having the shape of an ordinary bolt. Encircling theends of saidaxle pivot 2| is a pair of hardened and ground, inner,needle-bearing races 22 which are held apart in spaced relation fromeach other by a spacing collar 23. Arranged between each of saidneedle-bearing races 22-and the adjacent outer portion of the bore ofthe crank pin sleeve 20 is a needle bearing 2l which is preferablycontained within a suitable cage, as shown, the latter serving not onlyas a container to facilitate assembly, but also serving to form ahardened and ground outer needle bearing.

We will conne our attention, for the moment, to the right end ofthe-front axle.

Arranged at opposite ends of the axle pivot sleeve 20 is a pair ofshackles 25 through which the axle pivot 2| passes. Said axle pivot 2|is firmly clamped to each of said shackles 25, and

. thus, in effect, firmly clamping said shackles together by drawing upthe nut` 26 of said 'axle pivot, thereby pressing the upper ends ofsaidshackles inwardly against the outer ends of krace for the rollers ofthe` the inner, needle bearing races 22 and the latter, iu turn,pressing against'the outer ends of the spacing collar 23. This clampingof the shackles 25 together is deemed to be a very desirable featurefrom the viewpoint of wear, noise of operasulting from kick shackleaction, to be later explained). This means that each end of the axleprevents the shackles 25 at the other end of the axle from movingrelatively to each other.

The outer end of each inner, needle-bearing race 22 is turned down toreceive a tapered-roller, thrust bearing 21. DisposedA outwardly of eachof said thrust bearings, and against theouter end of the companion,inner, needle-bearing race 22, is a cup-shaped lubricant retainer 28whose inner, cylindrical portion rotates upon a felt sealing ringsuitably disposed in an annular groove which is formed in the adjacentperipheral surface of the axle pivot sleeve 20.

To avoid the need of unduly line working tolerances in the fabricationof the component parts of this part of the spring suspension, means areprovided for adjusting the thrust bearings 21 after the parts have beenassembled. This adjustment is elected by an annular shim or adjustingwasher 3| which rides on the outer end of the inner,` needle-bearingrace 22 and is chosen of the proper measuredthickness to provide theproper spacing between the outer face of its companion thrust bearing 21and the vertical inner face of the lubricant retainer 28. Ordi` deemeddesirable. It it to be noted, in this con.l

nection, that a small amount of longitudinal shifting of the needlebearings 24 is not objec. tionable and that, therefore, such a shiftingcan be kept within necessary dimensional limits without requiring undulyne tolerances in the fabrication of the component parts. Hence nolongitudinal adjustment -of the needle bearings 24 is required.

The lower ends of the shackles 25 are clamped to each other and to acrank pin 32 by drawing up the nut 33 of said crank pin, in a manneridentical with that just described relative to the axle pivot 2| In asimilar manner. also, the crank pin 32 is journaled in a crank pinsleeve 34 which is preferably formed longitudinally and integrally atthe outer ends of a pair of rock levers 35 whose inner ends are securedby welding, at 29, to a longitudinal rock sleeve 36.

In Fig. 5, the crank pin 32 is shown as being located at what appears tobe the upper end Ysuitable flanges 49 to enable them to be convenientlysecured, by bolting or otherwise, to the front frame section I0. Thesebearings are of Theg'front face of theinner `from the bearing ispreventedby this adjusting collar 48 in or out counterclockwise (as seenin stud 52 engages withthe first encountered one.

, periphery of the inner race of the bearing lrately machinedcylindrical herself-aligning type so as to` prevent any bind- 'ngi-ofsaid bearings as a consequence of mis- `ligninent or' frame distortion,and are of the ype -which carry 'both radial and1 axial loads. y bearingrace of the frontbearing 31 bears against the rear face of a thrustcollar 4| which is movement relatively-'to the rock l,sleeve 36 bybeingsnapped into an annular retaining groove l43 formed in the annularsurface of the front end f the rock sleeve 36; Escape of lubricant apair of felt,

lubricant-retaining rings 44, 45. The lone ring 45 is arranged in anlannular groove formed in i the bore of the housing 38, while the otherring 44 is arranged in an annular groove formed in the bore of a metalplacement ring 46.. held in place in the housing 38 by a snap ring 41.

Threaded onto the rear end of the rock sleeve bears against the rearface of the inner race of the rear bearing 31|. v

serves to simul` taneously adjust the bearings 31, 31|. When in properposition, said adjusting collar 48 is held in place by a securing ring50 which bears against the rear face of the rock sleeve 36 and isadapted to draw the adjusting collar 48 firmly rear- Wardlytoward it bythe provision of three cap screws 5| which pass'through said securingring 58 and are threaded into the rear end of the` adjusting collar 48.

This securing ring has a forwardly projecting stud 52 which may be re-vceived-within any one of a concentric, annular row of six holes 53 whichare drilled longitudinally in the rear end of the rock sleeve 36. Inusing this bearing adjusting means, the adjusting collar 48 is firstrotated to the desired position. Then the securing ring `5|! ispositioned so that the three holes for the cap ,screws 5| are in line,with the'- three tapped rock sleeve 36. The securing ring isthen turnedFig. 6) until its of the holes 53. The adjusting collar 48 is thenturned counterclockwise a sufficient distance to allow the cap screws 5|to be screwed into place.

To enable the felt, lubricant-retaining ring 44| to function properlyover a long period of op erating service, the periphery of the adjustingcollar 48 must be absolutely concentric with the 31|. this result, therear end of said adsmooth with a reduced ride upon the accuperiphery ofthe rock sleeve, and thereby not ride upon the screw threads at thefront end of the adjusting collar 48.

The rock sleeve 36 is of. hollow form so as to receive within its borethe front end of the torsion rod 55 whose rear end is suitably securedto the frame of the car in any suitablemanner, such as shown at 56 inFig.l 1.`. Theextreme front end of said torsion rod is enlarged toprovide- To effect justing-collar is bored diameter so as to directly anenlarged cylindrical portion'51 and, extend- 1 pered portion 66.

70 a keyway 6|,which stops suiliciently far in front the front endthereof, a ta- The latter is provided with ing forwardly from of therear end of 'the cylindrical portion 51 longitudinally clamped y A boredout at its front Y end toembrace va split thrust ring or snap ring 'I'helatter is restrained against forwardv `but of small diameter. headed. toprovide anpenlarged cylindrical por.-

tion 513 and an internally Longitudinally screwing holes in the socketconstruction permits I vehicle, after the latter is in movement, i.

way 6| is a key 62 which serves to restrain rotation of the taperedportion 60 of the torsion rod relatively to a tapered ferrule 63 `which.is

in position on said tapered portion r6|'I by'a suitable nut 64. The rearend of said tapered ferrule 63 is annularly and coaxially rabbeted so asto be located in correct coaxial position on the iront, annularlyrabbeted end 59 of` the rock sleeve. After said tapered ferrule 63 hasbeen placed in proper position on the front end of said rock sleeve 36,it is secured thereto by a circumferential weld at 65. This construction-has 'been found to be considerably less expensive than the -customaryflange and bolt construction.

When the vehicle isA so long that there is no difficulty in findingadequate room for the most eicient length ol torsion rod, the modifiedand less expensive construction shown in Fig. 9 may be advantageouslyemployed. In this construe-- tion, the hub 363 of the rock lever 353,instead of being hollow and large enough in diameter to encircle thetorsion rod as in Fig. 5, is hollow The torsion rod 553 is taperedportion 603. The latter is pressed forwardly by a long tightening bolt58 whose rear end is threaded into the front end of the torsion rod andwhose front end is provided with a bolt head which bears against athrustwasher 69 located at the -iront end of The tapered portion 603 ofsaid torsion rod receives the tapered rear end 633 of the hub 363 andmay, if desired, be keyed by a key 623, though a key connection at thispoint the hub 363.

is not absolutely necessary because of the extremely high frictionalresistance to torsional movement of a taperedv joint having such aslight taper as that illustrated. It will be noted that in this form ofconstruction, the ferrule 63 of Fig. 5 has been eliminated and its placetaken by the hollow, the torsion rod itself.

Because of the small diameter of `the hub 363, inexpensive needlebearings 66 may be advantageously employed to carry the radial loadbetween said hub 363 and the semi-spherical bearing -heads 61. Thelatter are suitably arranged within the semi-spherical bores 68 of thefront and rear bearing housings 10,' 10|. This ball and the bearings tobe tapered form of the front end of disposed in proper alignment, whenassembling the spring suspension, 10, 10| -have been more or lessinaccurately `secured in place, and even though the frame of theservice, is subjected to heavy twisting strains. loads imposed upon thehub 363 are taken care of by a pair of suitable, tapered,'roller, thrustbearings 1|. In this construction the rock levers 353 are formedintegrally with the hub 363.y

Kick shackle sirable, in certain types of installations, to use a kickshackle, whose function is to allow a limited amount of movement of theleft end of the front axle A in a direction longitudinal of the vehicle.It is highly desirable that this kick shackle irnpose a geometricalresistance to longitudinal axle ment be resisted by substantially noresistance at allbut that further axle movements be resisted even thoughthe housings f Longitudinal thrust e. that a small initial axlemovefront by geometric and not arithmetic increases of resistance. It isalso highly desirable' to have no excessively high local pressures. Itis further desirable that the kick shackle not require lubrication orother maintenance. These results are accomplished in the presentinvention as follows:

At the left end of the front axle A, are employed a pair ofgflexiblekick shackles B, shown in Figs. 7 and 8, instead of the solid shackles25 shown in Figs. l, 2, 3 and 5. Each of these kick shackles comprises apair of bundles of sheet metal laminations 1l, said bundles beingdisposed vertically and parallel to each other in a common, vertical,transverse plane, and with each individual lamination disposed in avertical transverse plane. ably. though not necessarily, constructed ofsome resilient material such as heat treated, high carbon steel. Thisarrangement causes the axle pivot 2l2 to at all times remain parallel tothe crank pin 322, but enables said axle pivot to move longitudinallywith respect to said crank pin.

A symmetrical pair of controlling blocks 15 is vertically andtransversely arranged at the upper end of each kiek shackle link Bagainst the longitudinal faces of the bundles of laminations 14. Asimilar, symmetrical pair of controlling blocks 15 is arranged at thelower end of each kick shackle. Said pairs ol controlling blocks aresuitably drilled tosnugly embrace the axle pivot 2l2 and crank pin 322,and each controlling block is held at' a properly spaced distancerelatively to its companion controlling block by outer spacing ledges 16and an inner spacing lug 11. Said blocks 15 are rigidly clamped to saidaxle pivot 2|2 and to said crank pin 322 in exactly the same fashion asthe shackles 25 are rigidly clamped to the axle pivot 2| and crank pin.32, as previously described. Said outer spacing ledges 16 have theadditional function of strengthening the connection between thecontrolling blocks 15 and the axle pivot 2| 2 or crank pin 322 as thecase may be and, in addition to this, the function of holding thebundles of laminations 14 in proper lateral alignment relatively totheir companion controlling blocks. The outer end of each bundle oflaminations 14 is connected to its companion controlling blocks 15 by 'arivet 18 or by other suitable means.

Each controlling block 15 is so formed along its outer vertical edges asto provide a pair of parallel, curvilinear controlling faces 80. Each ofsaid controlling faces 80 extends upwardly from the inner edge of itscompanion controlling block and terminates in 'a horizontal line whichlies in a plane with ythe axis of the axle pivot 2I2 or crank pin 322 asthe oase may be. When the parts Aare in the position shown in thedrawings, these curvilinear controlling faces 80 are in contact with thelaminations 14 along the aforesaid horizontal line which lies in a planewith the axle pivot 2|2 or crank pin 322 as the case may be. This meansthat, in this position, the effective length of the laminations is equalto the distance between the axis of said axle pivot 212 and the axis ofsaid crank pin 322. Therefore, in this position the resilient resistanceof the laminations 14 to longitudinal movement of the crank pin 322,relatively to the axle pivot 212, is very small. Thus, when the partsare in the normal position shown in the drawings, the left end of thefront axle A may move in a direction longitudinally of the vehicle withvery little resistance offered by the laminations 14.

As soon as any movement of the left end of These laminations 14 arepreferlinear controlling faces 80.

the front axle, longitudinally of the vehicle, oc curs, the laminations14 roll into contact with ever more inwardly disposed portions of thecontrolling faces 80. This reduces the effective length of saidlaminations and thereby prevents excessive local stresses and imposes ageometric rate of increasing lresistance to longitudinal movement of theaxle pivot 2|2. It is desirable to have a very denite limit of axlemovement longitudinally of the vehicle, so as to be sure to not bind thevarious bearings of the spring suspension. It is also desirable toeffect this result without depending on the resilient resistance of thelaminations 1I. This result is elected in the present invention byimposing the laminations r14 to a direct shear force whenever the axlepivot 2I2 moves longitudinally of the vehicle a suicient distance tocause said laminations to be in contact with the extreme inner ends ofihe curvi- It is to be noted in this connection, however, that the upperand llower pairs of controlling b locks 15 never -quitc come in contactwith each other, as any such contact would impose excessive tensilestrains on the laminations. However, said controlling blocks 15 doapproach sufficiently close together to warrant the above statement thatthe laminations 14 are subjected to a purely shear stress and not to anybending stress, whenever the axle pivot 2I2 (at the left end of frontaxle A) moves longitudinally to the extreme limit of its movement.

.In actual service, there is some possibility that stones and dirt maywork their way into the space between the laminations 14 and thecurvilinear controlling faces 80. In the present invention such foreignmaterial is either crushed in place or is caused to become dislodged bythe provision of a plurality of vent openings 8|. The latter serve notonly to vent foreign material, as just indicated, but also to reduce thearea of contact between the laminations 14 and curvilinear controllingfaces 80 and thus to increase the unit pressure imposed upon the foreignmaterial and thereby enable the same to be crushed to a suilicientlysmall size to be vented. The possibility of any very -large pieces offoreign material working into the space between the laminations 14 andthe curvilinear controlling faces 80 is prevented by the fact thatl theupper and lower controlling blocks 15 are at all times in closeproximity to each other and by the further fact that-the vent openingsare sufficiently small to prevent any large pieces of material workingtheir` way inwardly therethrough.

Rear end In the vehicle disclosed in the herein drawings, the vehiclepropelling engine is located at a considerable elevation at the rear endof the vehicle be 'considerably different from the foot pounds of sidesway over the front axle, and heavy frame- Wrack pressures would occurwhenever the vehicle was moving and was deflected away from a straightline. It frequently occurs, at the same time, (as in the case of the`passenger bus here illustrated) that positioning the torsion rods inline with the axle pivots 2M is -quite out of the The rear or live endsof each of these rear torthe construction under such circumstances besuch that low torsion rods can be employed in combination with high axlepivots. This is accomplished in the present invention as follows:

Disposed beneath the relatively low oor 82 of rear-end torsion rodstheir dead ends 564 as shown in Fig. l.

of the vehicle are a pair 554 suitably anchored at to the front framesection Fig 12) is formed in a manlive end of each front sion rods 554(see ner similar to that of the torsion rod 55, and is similarly securedto a` torsion rod collar 83 which is provided with a laterallyextending, annular flange 84 at its lextreme rear end. Suitable capscrews 85 connect said-flange with the annular flange 86 arranged at thefulcrum end of a bifurcated rocklever 81. The latter is held in coaxialalignment with respect to the collar 83 by an annular rabbet 88. Thebifurcated hub 90 'of this rock lever 81 is journaled on needlebearings9|, 9|| on the outer ends of a horizontal, longitudinal rocklever pin92. The latter is centrally secured by a retaining pin 93 to a bracket94 which is secured by bolts .95, or otherwise, to the rear framesection |04 of the vehicle. To prevent the escape of lubricant from therear needle bearing 9||, the rear end of the rock lever hub 90 isprovided with a Welch plug 96 and a felt packing ring 91|. Escape oflubricant from ing 9| is prevented by afelt packing ring 91 and a disk98 interposed between the hub 90 of the rock lever 81 and the rear endof the torsion rod collar 83 and 99. It is important that by saidresilient washer cap Screws 85 are drawn this disk 98 be backed 99because, when the up tight, the flanges the cap screws 85 not subjectedto bending strains in addition to shear strains, as they otherwise wouldbe. n f

The two side arms of the bifurcated rock lever 81 are rigidly connectedltogether by an integral, cross strut |00. The outer end also of saidrock lever 81 is bifurcated (similarly to its bifurcated hub 90) and isprovided with a wrist pin |0| which is pivotally connected to the lowerend of a transfer link |02. The upper end of said transfer link isjournaled by'a needle bearing v|03.on a tubularytransfer pivot |04, thebore of which is tapped to receive a Vpair of clamping cap screws |05.The latter serve to firmly clamp the outer, bifurcated end of a hingearm |06 against the opposite ends of said transfer pivot |04. Lubricantis preventedfrom escaping from the needle bearing '|03 by a pair of feltwashers |01 disposedat opposite ends of said needle bearing. The latteris held positively in a vcentral position by a pair of sheet metalspacers |08.

The hinge larm |06 isintegrally connected with a relatively long,horizontal, longitudinally disposed hinge sleeve I0 which is journaledon needle bearings on a hinge pintle H2. Interposed between saidbearings and,said pintle are a pair of hardenedgand ground, innerbearing races ||3, |.I3I which are held in properly spacedzrelation'from each other by an enlarged intermediate portion of saidhinge pintle. The opposite' ends of said hinge pintle. are

firmly clamped'to a pair of semi-spherical swivel heads H4, ||4|, thisclamping being effected by swivel heads ||4,

^ swivel heads I4,

the front needle bearbacked by-a resilient washer hinge of the hingelpintleand operating to force the ||4| against the outer ends of theinner bearing races ||3, ||3| and the latter, in turn, being forcedagainst the enlarged central portion ofthe spindle. The semi-sphericalI|4| are suitably mounted in a pair o semi-spherical, swivel headbracketsv I |6, which are split in the usual and well known manner toreceive their companion swivel heads, and are secured by bolts |09, |094or otherwise, to the rear frame section |04. This construction permitsof rigidly supporting the hinge pintle H2 .without ,any possibility ofbinding, even though the brackets -||6 are located somewhat inaccuratelyon the frame. In addition to this,

any wracking or twisting of the frame, after the vehiclev is in service,is taken care of by said ball and socket construction of these swivelheads and brackets, thereby preventing binding of the roller bearingsboth during assembly and when in service.

It is desirable to be able to disassemble the various parts associatedwith the hinge sleeve ||0 without disturbing the fastening between thebrackets I6 and the vehicle frame. This result is,.obtained by boringout the rear swivel head ||4| to a sufficient diameter to 'allow theenlarged central part of the hinge pintle |I2 to pass through. The spacebetween the bore of said rear swivelhead ||4| and the periphery of thereduced portion of the pintle is then filled `in With a filler bushing||1.

Longitudinal thrust of the hinge sleeve ||0 is taken care of by a pairof tapered roller, thrust ment of said thrust bearings is effected by ashim of suitable thickness.

In actual practice it has been found .commercially desirable, with smallscale production, to have both swivel heads like the front one ||4, andto have each swivel head carry the longitudinal thrust in one directiononly.

The rear end of the hinge sleeve ||0 is provided with an integral hingearm |06| which is symmetrically disposed with respect to the front hingearm |06, Each of said hinge arms is connected at its outer end by a pairof needle bearings |2| with the outer ends of a crank pin 324 which iscentrally pinned at |22 to the lower end of a companion shackle 254. Theouter races of said needle bearings are received within the v bores of apair of adjustable caps |23 which are threaded into theircompanion hingearms |06, |06I,4 concentrically with the crank pins -324. Disposedvbetween the inner lends of each pair of adjustable caps 23 and thetransverse, vertical outer faces of their companion shackle are a pairof conical thrust bearings |24.' Adjustment of each of these thrustbearings is effected by screwing in or out its companion adjustable cap|23.

Leakage of lubricant from each needle bearing |2| and its companionthrust bearing |24 isprevented by a felt packing ring |25 receivedwithinA a suitable annular groove |26 formedin the adjacent, ,transversevertical face ofthe shackle 254, disposed concentricallywith respect tothe crank pin 324.

In the hinge arm |06 (see Figs. 10 and 12) below its pair of adjustingcaps |23 and above its pair of clamping cap screws is formed alongitudinally disposed pair of slots |21 each of which is boundedlaterally by a pair of clamping ears |28, |282 through which passes aclamping bolt |30. The tightening of each clamping bolt |30 serves toclamp both its companion adjustable cap |23 and its companion clampingscrew |05 to the hinge arm |06. This locks said cap and screw inposition.

'I'he upper ends of each pair of shackles 254 are clamped to oppositeends of a horizontal, longitudinally-disposed, rear axle pivot 2|4. Thelatter is journaled in a companion, rear-axle sleeve 204 in a mannersubstantially similar to the manner in which the front axle pivot 2| isjournaled in the front axle sleeve 20. Each rear axle sleeve 204 isintegrally formed at the upper end of van upstanding rear axle post |24which is formed to provide a nat, vertical, longitudinal limiting face|3AI, and is secured by bolts |32 and, |33vto its companion end of therear axle |34.

In the particular construction here disclosed it was deemed desirable todenitely limit the lateral movement of the vehicle body relatively tothe rear axle |30. This has been effected by arranging a rectangular,vertical pad of rubber |35 (or other soft material) in a suitable recessformed in each of the rear axle posts |24 in the Aiiat limiting face |3|thereof. Each of said rubber pads |35 is adapted to come intosubstantially rolling contact with its companion hinge sleeve ||0 whenthe vehiclel body shifts laterally an excessive` amount in the one orother direction. Under all normal operating conditions, however, theserubber pads |35 do not come into action; but they are useful undercertain, very unusual conditions.

As has been discussed in greater detail in other,

of my patents and patentapplications, the arrangement of the rock leverand its normal angularity and the length and angularity of the shackleare all variable elements which may be so changed as to get a greatvariety of spring characteristics, which may be graphically shown whenthe effective resilient resistance of the torsion rod is plotted againstthe displacement of either the one end or of both ends of the axle.

' The construction shown in Fig. 10 permits of still more variableelements, and an even greater variety of spring characteristics. Thisfact is illustrated diagrammatically in a somewhat exaggerated form inFig. 11. One lcharacteristic in particular shows distinctly in thisdiagram, namely, that the'arrangement of the parts may be made such thatwhen the axle pivot 2|5 has moved to the limit of its upward movement,the heavystrains which occur when the shackles 255 are in substantiallya straight line with the rock lever 815 are carried directly from' thehinge pintle H25, while the torsion rod 555 and its bearings are onlyrequired to carry the torque load of the torsion rod and nothing more.This is a very important consideration because of the `fact that it isthe connection between the axle pivot 2|5 and hinge pintle H25 whichmust carry both the horizontal thrust loads andthe brake torque loads,and hence must be suiiiciently strong to carry these loads and,therefore is, as a consequence, strong enough to take the maximumvertical loads in the manner indicated in Fig. 11,

I lar to the axle of Figs. 2 and 1, but incorporating a provision foradjustingthe caster of the front wheels, i. e., the angle of each frontwheel spindle I8 as measured in a longitudinal plane intersecting theaxis of said spindle. In this construction, the two-piece axle post |36,|31 connects the axle pivot 2|6 with the axle bar H6, the latter, inthis case being shown of tubular form weldedl to the lower axle postsection |31 at |56. lower axle post sections |36, |31 are of flat form,and have interposed between them a caster-adjusting wedge |38 whoselongitudinally rear end (as seen in Fig.'15) is of different thicknessfrom the thickness at its front end. The two post sections |36, |31 andthe intervening wedge |38 are clamped together by clamping bolts |40,

|4l. When it is desired to change the caster of the front wheels ineither a positive or negative direction, these bolts |40, |4| areremoved, a diierent wedge |38 inserted, and said bolts |40, |4| -againtightened up. 0n ordinary production jobs, such a means of adjusting thefront wheel caster is not considered necessary when the herein disclosedtype of spring suspension is employed, because in this type of springsuspension, the caster of the front wheels is unchangeable, irrespectiveof what happens to the means which resiliently support the vehicle,consisting,

`in this case, of the torsion rods 55, 554. This is in sharp contrast toordinary leaf spring constructions, in which the front Wheel caster isconstantly changing, both as a consequence of axle movementand of changeoi shape of one or more of the leaf springs.

Oblique torsion rods a universal joint was employed. Such a universaljoint may be quite desirable when the torsion rods are disposed at alarge angle to each other, but it is now known, from actual practice,that no universal joint is necessary when this angle is not excessivelylarge. The present invention discloses a means whereby a pair of torsionrods may be disposed at a relatively small angle to each other withoutinvolving any frictional loss from a universal joint or its equivalentand, at the same time, without any undesirable warping of bearings orother` deleterious reactions.

In Fig. 16 is shown atorsion rod 551 arranged at the left front end of avehicle and disposed obliquely with reference to the longitudinal axisof the vehicle. Said torsion rod may, if desired, be disposed in a planewhich is not horizontal, but it is preferred that it be disposed in ahorizontal plane. Said torsion rod is provided with a pair of rocklevers 351 at the outer end of which is journaled a crank'pin 321, in amanner similar to that shown in Fig. 5. The axis of said crank pin ispreferably parallel to the axis of the torsion rod- 551, as shown, butsuch a parallel arrangement is not essential in the present invention.

Secured to opposite ends of said crank pin 321, by means oil a pair ofWoodruff keys |42, |42| and a crank pin nut 261, or by other suit- Themeeting faces of the upper and blocks S-is straight, asindicated at |43,while the adjacent corners of said block are of vcurviy able means, is apair of torque, kick shackles B1.

The latter'v are suitably secured at their upper ends to opposite endsof an axle pivot pin 2|1 which is preferably normally parallel tov thetorsion rod 551, as shown. This axle pivot pin 2l1 is journaled in theupper end of an axle post |21,

which is secured to an adjacent end of the front axle I l1, in a mannersimilar to that shown in Figs. 5 and 2.

As the left end of said front`axle ||1 moves back and forth inaccordance with its kick action, the torque kick shackles B1 flexlongitudinally in a manner similar to that of the action of the kickshackles B of Fig. '1. This action r allows the axle pivot pin 211 tomove longitudinally with'reference to the crank arm pin 321. In additionto this movement said axle pivot pin and crank arm pin are caused to:move obliquely with reference to each other because of the obliqueposition of the torsion rod 551.. This combined exing and twisting ofthe shackles B1 is taken care of as follows: 4

The main body of each shackle B1 consists of -a bundle of resilientmetal laminations 141 which are suitably bored. at their upper and lowerends to receive the axle pivot pin. 2|1 and the crank arm pin 321respectively, and are suitably slotted to engage with the Woodruff keys|42, |42|. It

is very important, as concerns such very vital yparts as these shackles,that the metal be not overstiessed at any one local point. Any suchlocalized overstressing is prevented in the present invention by the useof a pair 0f Symmetlical controlling blocks 151 at the upperv and lowerends of each shackle. .Each controlling block has a simple curvedcontrolling surface 801 as best shown in Figs. 23 and 1'7. Thiscontrolling surface allows the laminations 141 to flex longi- A' pair ofrectangular Ventppenings 8 I 8, so that any tudinally so as to take careof the kick action of the axle, and, at the same time, allows theshackle to be twisted to a sufficient degree to take careof obliquemovements voi the axle pivot pin and crank arm pin relatively to eachother. The shape of the controlling surfaces 801 is so designed that inno position which the various parts may assume does any portion of anyone of the laminations 141become stressed above a definite fatiguestress limit.. At the same time, these controlling surfaces 801 serve tocause said laminations to provide a geometric rate of resistance toiiexure.

Each controlling block 151 is provided with a hard particles which maybecome lodged between the laminations 141 and the controlling blocks 151will be crushed and then vented out of said vent openings.

It is not ordinarily desirable to have a kick shackle at the right endof the front axle. But, where the front torsion rods of the vehicle arearranged at an angle to the longitudinal axis of the vehicle, asindicated in Fig. 16, it is necessary to provide some means of` takingcare of this obliuuity by some sort of connection which will enable atwisting action to occur but will not allow the axle to movelongitudinally beyond the small amount o f longitudinal movementincidentally due to the Obliquity itself. In Figs. 21, 22 land 24 isshown a plain torque shackle B8 which accomplishes these results. Thelaminations 148 of'this type of shackle are identical with thelaminations 141 of Figs. 16-20 except that the controlling blocks 158have the form shown in Fig. 24 instead of that shown in Fig. 23. Themedial, vertical portion of each of the'controlling lliquely relativelyto each other.

linear shape as shown at |44 and |44l. This construction prevents vtheaxle pivot pin 2I1 from moving longitudinally with` respect to the crankarmpin 321, but permits said pins to move ob- When vsuch an obliquemovement occurs, both of said pins are slightly twisted and it istherefor necessary in designing this part of the spring suspension toprovide pins .of such dimension and constructed of such material thatthis twisting can occur without stressing any of the metal beyond thesafe fatigue limit. -A'ctual practice has demonstrated that such atwisting action does not interfere with the'free action of any of thevarious anti-friction bearings.

I claim as my invention:

1. A vehicle spring suspension connecting the frame and axle of avehicle and comprising:

bearings on said frame; a rock sleeve pivoted at' vits opposite ends onsaid frame in said bearings;

a rock lever secured to said sleeve intermediate the bearings thereofand having a crank pin; resilient means for restraining rotation of saidrock sleeve; an, axle pivot connected with the axle; and a shacklepivoted at its opposite ends toI said axle pivot and said crank pin.

2. A vehicle springsuspension connecting the frame and axle of a vehicleandcomprising:

bearings on said` frame; a rock sleeve pivoted at its opposite ends onsaid frame in said bearings;

-a pair of rock levers secured to said sleeve intermediate the bearingsthereof and having acrank pin; resilient means for restraining, rotationof said rock sleeve; an axle pivot connected with the axle; and ashackle pivotedat its opposite ends to said axle pivot and said crankpin.

3. A vehicle spring suspension connecting the frame and axle of avehlcle and comprising:

bearings on said frame; a rock sleeve pivoted at its opposite ends onsaid framein said bearings; a rock lever welded to said sleeveintermediate the bearings thereof and having a crank pin; resilientmeans for restraining rotation of said rock sleeve; an axlepivotconnected with the axle; and a shackle pivoted at its opposite ends tosaid axle pivot and said crank pin.

4. A vehicle spring suspension connecting the frame and axle of avehicle and comprising: a tubular rock sleeve pivoted at its oppositeends on said frame; a torsion rod received within said sleeve and having`its dead end connected with the vehicle frame; a ferrule connected withthe live end of 'said torsion rod and secured by welding to the frontend of said rock sleeve; a rock lever secured to said `sleeve'and havinga crank pin; and means connecting said crank pin with the axle.

5. A vehicle spring suspension connecting the frame and axle of avehicle and comprising: a tubular rock sleeve pivoted at its oppositeends on said frame; 'a torsion rod received within said on .said frame;a torsion rod received within said Wardly of said tapered portion; meansconnecting the dead end of the torsion rod with the frame; a ferruleconnected with only the tapered portion of said torsion rod and securedvto the front end of said rock sleeve; a rock lever secured 'to saidsleeve Aand having a crank pin; and means connecting said crank pin withthe axle.

' 7. A vehicle spring suspension connecting the frame and axle of avehicle and comprising: a rock lev'er longitudinally pivoted on saidframe and having a crank pin sleeve; means for resiliently restrainingrotation of said rock lever; a crank pin journaled'in said crank pinsleeve and rigidly connected at its opposite ends to the lower ends of apair of shackles; and an axle having an axle pivot which is journaled inthe upper ends of said shackles.

8. A vehiclespring suspension connecting the frame and axle of a vehicleand comprising: a rock lever longitudinally. pivoted on rsaid frame andhaving a crank pin sleeve; means for resiliently restraining rotation ofsaid rock lever; a crank pin journaled in said crank pin sleeve andrigidly connected at its opposite ends to the lower ends'of a pair ofshackles; and an axle pivot which is rigidly connected to the upper endsof said shackles and is journaled on said axle.

9. A vehicle spring suspension connecting the frame and axle of avehicle and comprising: a rock lever pivoted on said frame and having acrank pin sleeve; a crank pin arranged concentrically within saidsleeve; a pair of bearing races arranged onv said pin and 'separated bya spacing collar; bearings disposed between said races and said sleeve;Ishackles rigidly clamped at their lower ends against the outer ends ofsaid races: a thrust adjusting means disposed inter` mediate of the oneouter end of said sleeve and the inner face of an adjacent shackle; andan axle havingan axle pivot which is journaled in the upper ends of saidshackles.

10. A vehicle spring suspension connecting the frame and axle of avehicle and comprising: bearings mounted on said frame in spacedrelation: a rock sleeve pivoted at its opposite ends in said bearings; arock lever secured to said sleeve and having a crank pin; resilientmeans for restraining movement of said axle; an axle pivot connectedwith the axle and a shackle pivoted at its oppositeends to said axlepivot and said crank pin.

ll. A vehicle spring suspension for connecting the frame and axle of avehicle and comprising: a tubular rock sleeve pivoted at itsoppositerends on said frame; a torsion rod arranged longitudinally ofsaid frame and anchored at one of its ends to said frame and having itsopposite end connected to said sleeve; a rock lever secured to saidsleeve; a crank pin on said rock lever and a link pivoted at its upperend on said axle and at its lower end on said'crank' pin. V

12. A vehicle spring suspension for connecting the frame and axle of avehicle and comprising:

a tubular rock sleeve pivoted at its opposite ends on said frame; atorsion rod arranged longitudinally .of said frame and anchored at oneof its ends to said trame and having-its opposite end received Withinand connected to the far end of said sleeve; a rock lever secured tosaid sleeve; a crank pin on said rock lever and a link pivoted at itsupper end on 'said axle and vat its lower and inwardly fromsaid crankpin.

ALBERT F. HICKMAN.

`end on said crank pin and extending upwardly

